Automatic valve device for air-brakes.



M. GORRINGTON. AUTOMATIC VALVE DEVICE FOR AIR BRAKES. APPLICATION I'ILBDAPRJS, 1911.

1,037,443, Patented Sept.3,1912.

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UNITED STATEATENT OFFICE.

MURRAY conmno'rolv, or NEW YORK, N. Y., 'ASSIGNQR, BY MESNE ASSIGNMENTS,TO

THE WESTINGHOUSE AIR BRAKE CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

COMPANY, OF PITTSBURGH, PENNSYLVANIA, A

VICE FOR AIR-BRAKES.

Patented Sept; 3, 1912.

Application filed April 13, 1911. Serial No. 620,890.

To (ZZZ whom it may concern Be it known that I, Mmmar CORRINGTO'N, acitizen of the United States, residing at New York, in the county ofNew-York and State of New YOrk,'have invented'new' and usefulImprovements in Automatic Valve Devices for Air-Brakes, of which thefollowing is a specification.

This invention relates to air brakes or other fluid pressurebrakes,c-and more particularly to. the automatic valve device, commonlycalled a triple valve device, adapted to be located upon each car orvehicle of the train and operating in response to variations in trainpipe pressure to control the supply of fluid under pressure to, and itsrelease from the brake cylinder.

, The object of my invention. is to provide an improved valve device ofthis character which shall operate in response to variatlo-ns in trainpipepressure to supply fluid under pressure from an additional orindependent source'to the brakefcylinder.

- With-the standardtriple valve devices as coimiionly used, the supplyfor the brake cylinder is drawn from the auxiliary reservoir,'thepressure in which is also employed for opposing the train pipe pressureupon the triple valve piston andthereby effect-the desired operation ofthetr'iple valve. As is the auxiliary reservoir must be of acertain'limited capacity bearing a certain relation to the volume of thebrake cylinder in order to producethe desired or permissible degree ofbraking pressure corresponding to certain reductions in train pipepressure. Owing to this necessary limited volume of the auxiliary reservoir and the losses which occur in practice from leakage andot-hercauses, it sometimes happensthat the braking force is depleted toa dangerous 'degree' According to my improvement, an auxiliaryreservoir, or an auxiliary pressure chamber, may be employed forassisting in r the operation of the valve device, but the .supply forthe brake cylinder is taken from an additional source, such as asupplemental reservoir which may be ehargedby an independent compressoror from the train pipe or in any other desired manner, the importantfeature being that this additional source of supply may have'a large andpractically unlimited capacity so'that the braking pressure is alwaysavailable to any extent desired and never becomes depleted to the dangerpoint.

One-form of my improved valve device illustrated in section in theaccompanying drawing, and comprises a casing having pistonrchamber 1,with train pipe con nection'2,.'and the valve chamber 3, communicatingat its open end with the auxili-ary reservoir, or an auxiliary pressurechamber which may be of smaller size than the usual auxiliary reservoirwhich is used as a supply for the brake cylinder.

The piston 4 is connected by stem 5, with the usual main and graduatingvalves 6 and 7, having port 11, and cavity 22, for controlling exhaustport 9, and a port 8, which may lead to an expansion chamber 10. Thecasing may also be provided with a valve chamber 20, containing a mainvalve 15, and

van auxiliary or graduating valve operated.

the samepiston 4, through a stem 19.-

by Port 17, and cavity 18 maybe located in the ,valve 15, forcontrolling the supply to the brake cylinder through service port 13,and the release therefrom through exhaust portlet. v i

21 indicates a connection from the valve chamber 20 to a main reservoir,storage reservoir, pipe line, supplemental reservoir or other additionalsourceof fluid pressure. If preferred, the supplemental reservoir may becharged from the train pipe through feed grooves 23 and 24. The serviceport 17, for the brake cylinder, should be so designed as compared withservice portll, tor the expansion chamber that the proper ratio ofvolumes and rate of flow shall be preserved, the valves being sopositioned that these ports shall open concurrently and the desireddegree of pressure accumulate in the bralrecyhnder at the same time thatthe corresponding amount of reduction takes place in the pressurechamber by expansion into chamber 10.' i v hen the train pipe pressureis reduced for the purpose of making a service application of thebrakes,'the piston 4 moves out under the preponderance of the pressure,in the auxiliary pressure chamber, first closing the feed groove 23, asthe graduating valves 7 and 16 move upon main slide valves (5 and 1 15to uncover ports 11 and 17 respectively;

then upon further outward movement of the full piston,

the main valves are moved to close the exhausts and open the respectiveservice ports so that, as air from the pressure chamber is reduced byexpansion through ports 11 and 8, into the chamber 10, airunder pressurefrom the additional, source flows at the desired rate through serviceports 17 and 3 into the brake cylinder .12, and accumulates therein atsubstantially the same rate as in the old standard brake equipment.\Vhen the pressure on the auxiliary side of the piston diminishes to apoint slightly less than that of the train, pipe, the piston andgraduating valves return to lap.vv position closing ports 11 and 17 andthereby cutting ofl? the supply to the brake cylinder and also thefurther reduction in ,the auxiliary pres sure chamber. Additionalgraduations may be made in a similar manner. F or releasing brakes, thetrain pipe pressure is'increased in the usual way, moving the piston andvalves back to the which the cavity 22 in valve 6 connects ports 8 and9, for releasing fluid from the expansion chamber to the atmosphere, andthe cavity l8 establishes communication from the brake cylinder and port13 through exhaust port 14 to the atmosphere.

When a'sudden and excessive reduction is made in train pipe pressure, toproduce an emergency-application, the piston makes a traverse,compressing the spring 25, and moving the valvesto open wide ports 8 and13, whereby air under pressure flows from the'additional source to thebrake cylinder very rapidly, and charges the same to the maximum degreeof pressure which may be derived from said source, thus providing theshortest possible stop for-emergencies.

l/Vhile I have shown my improvement applied in connection with a plaintype of triple valve device, it will be understood that the same mayalso be used with any suitable or preferred type of quick actionmechanism for producing a serial venting of the train pipe and morerapid action of the brakes throughout the train.

Having now described my invention, What I claim as new and desire tosecure by Letters Patent, is

1. In a fluid pressure brake, the combination with a train pipe,auxiliary pressure chamber, expansion chamber, and a valve and abutmentsubjectto the opposing pressure of the train pipe and pressurechamnormal position in' her for supplying fluid from the pressurechamber to the expansion chamber, of an additional source of supply, abrake cylinder and another valve operated by said abutment for supplyingfluid for the additional source to the brake cylinder.

2. In a fluid pressure brake, the combination with a train pipe,auxiliary pressure chamber, and expansion chamber, of a brake cylinder,an additional source of pressure supply, and a valve device comprising'an abutment operating in response to variations in train pipe pressure,and main and auxiliary valves actuated by said abutment' for controllingthe supply of fluid from the pressure chamber to the expansion chamberand the release from said chamber to the atmosphere, and another valvealso actuated by said abutment for controlling the supply of fluid fromthe additional source to the brake cylinder.

3. In a fluid pressure brake, the combination with a train pipe,auxiliary pressure chamber, and expansion chamber, of a brake cylinder,an additional source of pressure supply, and a valve device comprising amovable abutment subject to the opposing pressures of the train pipe andpressure chamber, and two sets of main and auxiliary valves actuated bysaid abutment tor simultaneously controlling the supply of fluid to theexpansion chamber and to the brake cylinder.

4. In a fluid pressure brake. the combination with a train pipe,auxiliary pressure chamber, and expansion chamber, of a brake cylinder,an additional source of pressure supply, and a valve device comprising amovable abutment subject to the opposing pressures of the train pipe andpressure chamber, and main and auxiliary valves actuated by saidabutment for simultaneously controlling the supply of fluid from thepressure chamber to the expansion chamber and from the additional sourceto the brake cylinder, and for controlling the release from theexpansion-chamber and fromthe brake cylinder to the atmosphere.

In testimony whereof I have hereunto setmay hand.

MURRAY CORRINGTON.

' Witnesses:

M. LAWSON DYER, A. S. FOWLER.

